Motor vehicle control device



May 25, 1937.

c. T. JACOBS 2,081,747

MOTOR VEHICLE CONTROL DEVICE Filed Feb. 2, 1935 2 Sheets-Sheet '1 May25, 1937 c. T, JACOBS MOTOR VEHICLE CONTROL DEVICE 2 SheetsFSheet 2Filed Feb. 2, 1935 Patented May :25;r 1937 "UNITED STATES `antun' MoronvEmoLE CONTROL DEVICE Charles T. Jacobs, New `Providence Township, UnionCounty, N. J.

Application February 2, 1935, Serial No. 4,690

Claims.

This invention relates to motor vehicles, and more particularly tooperation control means and methods therefor. ff- 1 It isla broad objectof the instant invention to provide improved means and methods forcontrolling the operation of a'motor vehicle.

The instant application, similar to my copending application Serial No.4742,211, filed August 31, 1934, which has since eventuated into PatentNo. 2,051,606, dated August 18, '1936, has particular reference to thedevice known in the Aart as the automatic clutch. In that application Idisclosed a variety of control means whichl rendered the automaticclutch. operative for clutch disengagement in response to-the jointperformance of two manipulations: de-acceleration and a manipulation ofthe selective transmission control, or gear shift lever; this avoidedclutch disengagement in response to mere de-acceleration, which is sofrequently effected at times when it is desired that the clutch remainengaged, while not interfering with the action of the automatic clutchwhen the transmission was to be readjisted and clutch disengagementtherefore des red. I It is an object of the instant Ainvention toprovide Van automatic clutch system operative to produce such a result;an allied object is to provide means for causing the automatic clutch tooperate in the manner outlined. y

In the 'operation of conventional automatic clutch systems, and ofsystems according to my prior application 'assuming that the appropriatemanipulation of the transmission control is be ing eiected throughoutthe process of de-.acceleration, clutch disengagement does not beginuntil de-acceleration is completed-e. g., until the accelerator pedalhas been brought to a position which causes only the normal minimum ofvfuel to be supplied to the motor. Accordingly the clutch remains engagedWhile the motor is tending to slow down, and the vehicle may beappreciably slowed by the braking action of the motor before clutch.disengagement actually occurs. Since transmission readjustment, duringwhich automatic clutch action to disengage the clutch is relied on, ismostooften effected in the process of speeding up the vehicle, theslowing-up action just mentioned is an undesirable operationalcharacteristic oi the automatic clutch.

It is an important object of the instant invention to provide anautomatic clutch system oper-` ative for clutch disengagement at anearly instant in the process of de-acceleration.

It is a further object to provide such a system operative Afor clutchdisengagement at an early instant in de-acceleration, but only when suchde-acceleration is effected for the purpose of or incidentally totransmission readjustment.

It is a still further object to provide such a 5 system operative forclutch disengagement at an early instant in de-acceleration, but onlywhen such cie-acceleration is accompanied by a manipulationinstinctively or with great facility performed as an incidentto'transmission readiustl0 ment.

Other and allied'objects will more fully appear from the followingdescription and the appended claims. In the detailed description or" myinvention l5 hereinafter set forth, reference is had to the accompanyingdrawings, of which:-

Figure 1 is a generally cross-sectional view of a portion of a motorvehicle equipped with an embodiment of my invention, taken vertically 20through and longitudinally of the vehicle;

Figure 1a is an enlarged cross-sectional 'of a detail of Figure 1; y

Figure 2 is a View identical with Figure 1, excepting that itillustrates the apparatus following and during the continuance of adepression of the accelerator pedal i3;

Figure 3 is a'view identical with a portion of Figures 1 and 2,excepting that it illustrates the apparatus at an intermediate moment'inthe 30 act of releasing the accelerator pedal i3, and the view ' knob29h at the top of the gear-shift lever in a depressed position;

Figure d is a View identical with Figure 3, excepting that itillustrates the apparatus with the accelerator pedal I3 fullyrreleased,and with the knob 2gb still depressed; y

Figure 5 is a view generally similar to Figure 1, but illustrating analternative embodiment of my invention; and 40 Figure 5a illustrates incross-section a typical construction of the. valve dll appearing inFigure. 5. v

Figure l may vfirst be referred to for the understanding of the simpleautomatic clutch system with which my invention has been illustrated.While this figure also actually illustrates one embodiment of myinvention, there Will first be described only sufficient portionsthereof to shottr conventional automatic clutchoperation. It will beunderstood 'that these portions are shown to some extent schematically,and only in suillcient detail tofillustrate the cooperation therewith ofthe various novel features of my invention; uryther that no attempt ismade to sh'ow features E ally secured to the piston rod extremity la isthe piston 2 itself may be of any suitable form, having been illustratedas comprising the main disc 2a, the leather facing 2b in contact withthe forward face and periphery of the disc 2a, the clamping washer 2c,andthe clamping nut 2d securing the assembly to the piston rod 4.Pivotclutch rod 5, which operatively connects the piston rod extremitywith the clutch crank 6a near the extremity 6b of the latter. The clutchcrank 0a forms a part of the schematically shown clutch I, from -whichthe driveshaft or other means 'I passes forwardly to the motor (notshown) and rearwardly through the schematically shown transmission 8 tothe universal, differential, and driving wheels (not shown).

With the piston 2 and the crank 6a in their rearward positions (as shownin Figure 1) the clutch 6 will be understood to be engaged; these partsare biased to such positions byvany suitable means, a tension spring 6chaving been illustrated between the crank extremity and a more rearwardfixed point P1. For moving the piston 2.against the force of the biasingmeans 6c to a position forward within the cylinder I and thusdisengaging the clutch, suction is applied to the space within thecylinder I forward of the piston; this space may accordingly be termedthe suction chamber, and is designated as Ie. Thus in the forward end Icof the cylinder I is provided the aperture Id connecting with the pipe9, in which pipe is interposed the valve assembly II hereinafterdetailedlydescribed.

'A hose I0 isl clamped as by clamp IIia to the top extremitygf the pipe9, and connects the same with a source of suction (not shown), which mayfor example be the intake manifold of the motor.

The function of the valve Il is the control of the pressure conditionswithin the suction chamber Ie. The valve may illustratively comprise acylindrical casing IIa and a generally cylindrical plunger I2 slidablyfitting therewithin. The plunger I2 is provided with a transverse holeI2a of diameter preferably similar to that of the openings 9a and 9b ofthe pipe 9 into the bottom and top, respectively, of the casing I la.Furthermore the plunger I2 is provided on its bottom with a flat surfaceportion I2b which forms a space I3 with the bottom ,of the casing IIa;this flat surface begins at' a point rearward of the rear side of holeI2a and extends rearwardly from this point by an amount somewhat inexcess of the intended range of movement of the plunger withinthecasing. Slightly to the .rear

-of the pipe 9, and in a position which for any position of the plungerwithin its normal range of movement is intermediate the extremities ofthe nat surface I 2b, the bottom of the casing is provided with anoutlet vent llc. f

The intended range of movement of the plunger I2 is illustrated in thegroup of gures comprising Figures 3, l and 2. 'I'he most rearwardposition is shown in Figure 3, wherein the hole I2a .is in substantialaugment with the pipe openings 9a and 9b. Obviously with the plunger inthis position, or in any nearby one in which the pipe openings are evenpartially connected with the hole I2a and the opening 9a at the sametime disconnected from the space I3, the suction chamber I e isconnected only with the source of suction (through the hole I2a) and avacuum is created in the chamber. Such positions of the plunger areconveniently termed evacuating positions.

As the plunger is moved forward it will quickly reach the position shownin Figure l. Herein the plunger portion I2c lying between the hole I2aand the fiat surface I 2b is completely covering the hole 9a, the hole9b at the same time being covered by the plunger. Accordingly with theplunger in this particular position the suction chamber Ie isdisconnected both from the suction source andfrom the space I3.

As the plunger is moved still further forwardly the flat surface I2 willalmost immediately begin to uncover the pipe opening 9a to the space I3;and by virtue of the vent Ilc atmospheric pressure will be admitted tothe suction chamber Ie through the space I3 and the opening 9a-i. e..any vacuum `which may then exist in the chamber Ie will be dischargedand the piston 2 permitted to respond solely to the force of the biasingmeans 6c. Positions wherein the opening 9a communicates with space I3may be termed discharging" positions; such a position is illustrated inFigure 2.

'Conventionally the plunger vis directly connected with the acceleratorpedal of the vehicle for movement at all times therewith, being ar- 1ranged to occupy the evacuating position when no foot pressure isapplied to the accelerator: suction is then applied to the suctionchamber Ie and the piston 2 moved forwardly and the clutch disengaged.As the' accelerator pedal is depressed from its upmost position theplunger is moved forwardly and comes quickly into a dischargingposition; the vacuum is then discharged from the chamber Ie and theclutch engaged. The engagement persists until the accelerator pedal isagain 'relieved of foot pressure, whereupon disengagement of courseagain occurs. This completes the description of the conventionalautomatic clutch vsystem with which my invention has been illustrated;and it will hereinafter be obvious that the described structure may bevastly modified and/or elaborated upon without affecting the applicationthereto or co-operation therewith of the novel features of my invention.

According to my invention the range of movement ofthe plunger islimited, preferably to the minimum which will embrace satisfactoryevacuating and discharging positions. The plunger is connected with theaccelerator pedal, but not directly in the sense of invariable movementwith that pedal; instead the plunger is so connected with the pedal thatthe first portion of re-directed substantial pedal movement (e. g.,movement in the opposite direction from that last effected) will movethe plunger from its position at ornear one of itsmovement limits to itsother movement limit. Of course further pedal movement must not beinterfered with; accordingly I may'employ for the plunger-to-pedalconnection a yieldable one, which causes plunger movement with pedalmovement until the plunger rearwardly extending portion I2e of reduceddiameter.

Surrounding this portion is a collar or bushing 6I', the hole 6Ia in thebushing through which the plunger portion .I2e passes being of largerdiameter than that plunger portion. The bushing is maintained infrictional contact with the plunger portion by the leaf spring 62 whichextends through the hole BIa alongside of the plunger portion, forexample pressing at its longitudinal center against the plunger portionand near its Arespective extremi ties against the wall of the bushinghole 6Ia. 'I'he extremities 62a and 62hV of the spring 62 may be foldedover away from the plunger portion I2e and against the respectiveextremities of the bushing 6I to secure the spring longitudinally in thebushing. The spring 62 is made of sufficient tension so that movement ofthe bushing (in the direction of the plunger axis) will move the plungerwithin the vcasing lia, in -the absence of impingement of the plungeragainst either of its limiting means.

The plunger limiting means as to forward movement is a forward end ildprovided in the casing Ha, the end iid being desirably provided with anaperture die to prevent the pocketing of air therein, The end iid is sopositioned that it permits only suihcient forward plunger movement tobring the plunger into a dependable discharging position-such forexample as that shown in Figure 2 wherein at least half of the pipeopening 9a is in communication with the space i3 and therethrough withthe vent I Ic. rhe plunger limiting means as to rearward movement is theupper arm 63a of a. lever d3 hereinafter referred to, this lever armbeing positioned in the path of rearward movement of the plunger portionI 2e. Normally this arm is so positioned that the plunger can moverearwardly only to the position illustrated in Figure 1, wherein theplunger portion I2c (between the hole I2a and the .fiat surface portionI2b) completely covers the pipe opening da. The arm ta may, however, bemoved as hereinafter described slightly rearwardly so as to permit theplunger to reach its evacuating poi sition illustrated Vin Figure 3 andabove described.

Attention is here invited to the desirability of making the longitudinaldimension vof thc plunger portion I2c the minimum which will effectivelycover the pipe opening da and prevent significant air passagetherethrough. For convenience in further description the position of theplunger I2 when its portion I2c so covers the pipe opening (i. e., theposition illustrated in Figure 1) may be termed a "maintainingposition,in that it permits no significant air passage to or from thesuction chamber Ie, and therefore maintains in that chamber whateverpressure condition existed therein immediately prior to the attainmentby the plunger of the maintaining position. This statement must ofcourse be qualified to the extent of such small leakage effects as maytake place, for example about the piston 2; these of course can. be ofeven theoretical significance'only when a vacuum exists in the suctionchamber, and even then are of such slow action with reasonably goodconstruction of the components that they have beeny found to have nodeleterious effect on the operation of the system.

The yieldable, non-resilient connectionof the plunger to the acceleratorpedal is completed by a simple connection of the `buslfiing 6I to thatpedal, which may be identified as I3 in Figure l. In accordance withfrequent practise, the pedal I3 has been `shown as augmented by afoot-piece It,

pivotany supported to the near-board leas by the spring hinge I4a whichvery, very lightly biases the foot-piece I4 against the pedal I3. Thepedal has been shown as forming the upper extremity of a pedal post o rrod I3a, which extends downwardly and forwardly from the pedal through ahole I5b' in the floor-board to be pivotally secured to an intermediatepoint 64a on the arm 64. This arm is pivotally supported at its upperextremity to a suitable fixed member, such as ,bracket 65 extendingforwardly from the dash-board l5a. The lower extremity of the arm 64engages an elongated vertical slot G'Ic in an :,.i

upward extension IiIb formed from the bushing 6I; It will therefore beapparent that movement of the accelerator pedal I3 will `producecorresponding movement of the bushing 6I, and vice versa. A tensionspring 66 connected between the arm Gli and the fioor-board may serve tobias the arm 6d to counter-clockwise rotation, the accelerator pedal i3to upward movement, and the bushing iiI to rearward movement. Rearwardmovement of the bushing 6I is limited by the rearward movement limit ofthe plunger l2, by virtue of a collar 6I) secured about the plungerportion I2e to the rear of the bushing 6I; the rearward bushing movementlimit in turn pro- Vides a limit of counter-clockwise movement of armtt, and of upward accelerator pedal movement.

vThe accelerator pedal may be n. vranged to control the fuel inflow tothe motor inthe following manner: The bracket 55 is provided at itsforward extremity with a folded-over and downhanging apron 65a, having ahole near its lower extremity. Freely through this hole passes a rod i9connected to the conventional throttle valve for regulating fuel inflow(not shown). The rod I9 terminates in a rounded head I9a positioned inthe path of movement of the arm 64. A compression spring 22 encirclingthe rod I9 betweenl the apron 65a and the head I9a biases the head intocontact with the arm Gli; and the head I9a will at .all times preservesuch contact, excepting as limited by a collar 23 secured about the rodI9 forward ofthe apron 65a. The collar 23 is so po-A sitioned as topermit contact of the head I9a with the arm 64 for all positions of thatarm to and just including that illustrated in Figure 1, wherein thebushing 6I is in the most rearward position relative to the plungerwhich is permitted by the collar 60, and the plunger I2 is in the mostrearward positionv normally permitted by the lever arm 63a. Withthe arm64 in the position of Figure l, the rod I 9 then occupying its mostrearward position, the throttle valve is adjusted to provide minimumfuel inflow to the motor. Even though arm 64 swing on occasion morecounterclockwise than in Figure 1, the rod I9 will be prevented by thecollar 23 from further rearward movement, and the minimum fuel inflowwill remain undisturbed. Y

y The normal position of the lever arm 63a has ignated as 8c.

been shown to limit counterclockwise rotation of arm 64, and to limitrearward movement of the plunger I2 to the maintaining position shown inFigure 1. Accordingly the lever 63 may be termed a means for limitingthe range of adjustment of the valve I I and of the range of movement ofthe accelerator pedal I3. Lever 63 may, however, be rotated clockwisebya slight amount about its fixed pivot point 63e kso as to produceslight rearward movement of the arm 63a. This movement of arm 63a causesarm 64 and bushing 6I to move rearwardly by virtue of spring 66,carrying the plunger I2 rearwardly to its evacuating position andcausing a slight rise of the accelerator pedal I3-assuming of course nofoot pressure on the latter. The means for producing the slightclockwise rotation of lever 63-i. e., for releasing the limiting meanscomprised by the lever-may now be described.

From the transmission 8 there may extend upwardly through thefloor-board I5 the truncated conical casing 8a., and outwardly throughythe `top of this casing may pass the transmission adjusting rod 8b. Thisrod will be understood to be in effect pivoted for both slight sidewardand slight front-and-back movement at some point P3 withinthe casing 8a,the function of moving the rod about its pivot being the adjustment ofthe transmission ratio. Extending upwardly and rearwardly from the rod8b wherewith to move the rod is the transmission control means-e. g.,the gear shift lever--which in vits entirety is des- In thistransmission control means I include means for releasing the limitingmeans comprised by lever 63 and above discussed. The main portion. ofthis transmission control means 9c may be a thin cylinder 30 secured atits lower and forward extremity to the rod 8b and having its upperextremity very approximately in a suitable position for grasping by theoperator of the vehicle. Slidably fitting within the cylinder 30 is arod 29, which may be splined within the cylinder by the screw 32threaded into the rod and operating in a limited longitudinal slot 33 inthe cylinder (as appears more clearly in the detail Figure la). The rod29 may extend outwardly fromthe rear, upper extremity of the cylinder 30to terminate at a little distance therefrom in a knob 29h suitably andconveniently positioned for grasping by the operator. Between the knoband the cylinder there may encircle the rod 29 a light expansion spring3I of suflicient force to bias the rod 29 to upward movement within thecylinder. This movement may be limited by a collar 34 adjustably securedabout the rod 29 at the opposite end of the cylinder 3ll.Y The rod 29may extend from the latter end of the cylinder downwardly and forwardlythrough an enlarged aperture I5c in the floor-board, and may terminatein a cam member 28. The forward surface 28a of this cam member isspherical, and has as its effective center the pivot point P3abovementioned.

The lower portion 63h of the lever 63 mayex# tend downwardly andsufficiently transversely of the vehicle tobe intercepted by the axis ofrod 29; it is biased rearwardly as by tension spring 26 runningtherefrom to the floor-board. The collar 34 may be secured on the rod 29in such a position that itis in contact with the lower and forwardextremity of the cylinder 30 when the-cam 23 has pushed the lower leverportion 63h into such a position that the lever arm 63a limits theplunger position to the maintaining position, as shown in Figure l. Thecollar 34 thus may me employed as a means for nicely establishing thenormal position of the lever arm 63a. If now the knob 29h and rod 2 9 beslightly depressed by the operator, the cam surface 23a will be movedforwardly and will in turn move forwardly the lower lever portion 63hand move rearwardly the lever arm 63a. 'I'his removes the limitationnormally imposed by the lever 63 upon rearward movement of the plungerI2, etc., and permits the plunger to come into its evacuating position.

A few details may be noted. As to cam 23, rotation of rod 29 about itsown axis, which would shift the effective center of the sphericalsurface, is prevented by the splining of rod 29 to cylinder 30abovementioned. Further as to the cam, its surface 28a is intended to bespherical about the point P3 as a center when the rod 29 occupies itsupward position; but because the rod 29 is never moved downwardly fromthis position excepting by a very small distance, the cam surfaceremains at all times substantially in accordance with the abovementionedspecification as to its effective center. The rod 8b is of coursesubjected in adjustment of the transmission to some rotation about itseffective pivot point P3; but the formation of the cam surface with thepoint P3 as its effective center precludes this rotation of the rod 3bfrom moving the lever 63. As to the various springs, it has already beennoted that leaf spring 62 must be of sufficient force to cause plungerI2 to move with bushing 6I excepting as prevented by its limiting means.Spring 66 should be of suicient tension to cause arm 64 to move bushing6I rearwardly along the plunger portion I2e, overcoming the frictionproduced by leaf spring 62, whenever the accelerator pedal is releasedwith the plunger at a limiting rearward position but with the bushing 6Inot in contact with the collar 60. The spring 22 need be of onlysulcient expanding force to overcome frictional effects in the systemformed by rod I9 and the throttle valve. Spring 26 must have suilicienttension so that in the region of mutual influence of that spring andspring 66-i. e., at the point ofcontact of plunger portion I2e and leverarm 63athe force of spring 26 definitely predominates. Finally, theposition of the bottom extremity of the slot 33 may be so chosen as tolimit downward movement of the rod 29 to a position appropriate to theoccupation by the plunger I2 of a satisfactory evacuating position.

The structure having been thus described, attention may be directed tothe manner of operation. Figure 1 illustrates the normal positions ofthe components when no foot pressure is applied to the acceleratorpedal. The bushing 6I is in contact with the collar 60 and forces theplunger I2 against the lever arm 63a-i. e., to itsv maintainingposition. Let it be assumed that the clutch is engaged and that thetransmission control is adjusted to "neutral. It is now desired toadjust the transmission control to low gear and to start the vehicle.The operator' depresses knob 29h as shown in Figure 4; the lever 63 isrotated slightly clockwise, and spring 66 moves bushing 6I and plungerI2 rearwardlythe latter to its evacuating position. Forthwith suction isapplied to the suction chamber Ie, and the piston 2 moves forwardly andtheclutch disengages. The operator may now` if desired release thedownward pressure on the knob 29h, since the effect of this will bemerely to return the plunger to the maintaining position of Figure 1, inwhich the vacuum in chamber. Ie and the disengaged condition of theclutch will be maintained for the considerable time permitted by anyslow leakage eiTects. Without the necessity of removing his hand fromthe knob 29h the operator may move the gear shift lever 8c into low gearadjustment.

Foot pressure is now applied tothe accelerator pedal and the arm 64 thusrotated clockwise, moving the rod I9 (and thus feeding fuel to themotor) and moving forwardly the bushing 5I. In the first small -portionof this .forward ,bushing movement the plunger I2 will movecoincidentally with the bushing, so that the plunger comes quickly intoa discharging position. Forthwith Athe vacuum in chamber Ie beginsdischarging,

and the piston 2 moves rearwardly and the clutch engages. The forwardmovement of the bushing 6I following the first small movement portion'lis unaccompanied byany further forward movement ofthe plunger I2, whichis stopped by virtue of the casing end IId. A typical position to whichthe movements of the components may extend is illustrated in Figure 2,wherein bushing 6I has moved along plunger portion I2e to a positionmaterially forwardof the collar 60.

f Let` itbe now assumed that the' operator desires to shift histransmission control into second gear.

He will press downwardly the knob 29h and coincidentallyrelease the footpressure on the accelerator. In response to spring 66 the arm 64 willrotate counter-clockwise, moving rearwardly the bushing 6I. In the firstsmall portion of this rearward bushing movement the plunger I2 will moverearwardlyand (by virtue of the downward pressure on knob 29h andconsequent forward position of lever arm 63a) will come quickly intoits, evacuating position. Forthwith suction is applied to the chamberIe, and the piston i 2 moves forwardly and the clutch disengages;

clutch disengagement is accordingly eected in kthe early portion of thede-accelerating process,

before bushing 6I has moved rearwardly to any great extent and hencebefore the fuel inflow to the motor has been appreciably reduced. Therearward movement of the bushing 6I following the first small movementportion is unaccompanied by any further rearward movement of the plungerI2, which is stopped by virtue of the lever arm 63a. A typical positionof the components at an intermediate instant ln the deacceleratingprocess-i. e., the rise of the accelerator pedal I3-is illustrated inFigure 3, wherein the bushing 6I has partially moved rearwardly alongthe plunger portion I2e toward the collar 60.

Figure 4' illustrates the extreme position to which the acceleratorpedal rises and the rearward bushing movement may proceed if theoperator maintains downward pressure on the knob 29h. He need, however,maintain this pressure only until clutch disengagement occurs,Y and mayimmediately thereupon or as soon thereafter as desired release thedownward pressure on thev knob and by the knob move` the gear shiftlever ctosecond gear adjustment. Having effected this transmissionreadjustment he will again accelerate by downward pressure on the pedalI3, and the operation as outlined for acceleration in low gear will berepeated. And the process of shifting from any gear to any other gearmay 'control knob 29h. second embodiment of my invention from whichment, and continued clutch engagement desired for the braking effect ofthe motor, the operator will simply avoid pressing downwardly the knob29h, which he then indeed has no particular occasion to touchat all; theplunger I2 can then come only'into its maintaining position, wherein ofcourse it maintains indefinitely the previously existing condition ofclutch engagement.

Because of its action to produce clutch disengagement at-an earlyinstant in de-acceleration, the yieldable, non-resilient connection ofvalve II to the accelerator pedal, if unaccompanied by the auxiliarycontrol comprised by knob 29h, would increase the times during which thebraking effect of the motor would be lost. In combination with theauxiliary control, however, it provides at the times when desired aquick clutch disengagementand freedom from dragging of the vehicle bythe motor, while in no way interfering with thebraking action of themotor when that is desired.

It will be noted that While pressure on the knob 29h is one of therequisites for automaticy clutch disengagement,.the converse of thatpropyosition is not true-i. e., clutch engagement will occur in responseto acceleration alone. 'Ihus should the operator maintain downwardpressure on the knob 29h not only during the de-accelerating processbut, unnecessarily, also into the ensuing accelerating process, lhe willnot thereby interfere with the clutch re-engagement.

In thedescribed embodiment of my invention, illustrated in Figures 1through 4, the lever 63 forms a means for normally limiting the range ofadjustment of the the valve II, this limiting means being released topermit clutch disengagement at appropriate times by a mechanical systemcarried by the transmission adjusting means and comprising the cam 28,rod 2s and I omit the limiting means and mechanical releasing systemjust mentioned, and in substitution therefor employ a suction controldevice distinct from and in series with the valve li, this ldevicenormally limiting or preventing the application of suction to thechamber Ie but being releasable to permit such suction application bymanipulation of an appropriate releasing means. This releasing means maybe a knob similarly positioned and similarly manipulable to the knob 29hof the rst embodiment. As to fundamental operational principles thecooperation of the distinct suction control device and its releasingknob with the other features of my invention is quite similar `to theco-operation with those features of the .limiting means and releasingsystem therefor of the first embodiment; and the manner of manipulationof the controls by the operator of the vehicle is entirely similar tothat above described.

In Figure 5 the distinct suction control device which I employ isillustrated as a valve 40,

.which is normally closed but is open by inward pressure on its stem40h. A cross-sectional view of a typical valve 40 appears as Figure 5a;this illustrates the valve in its normal conditioni. e., closed at 40x.The transmission adjusting rod 8b is shown in Figure 5 as extendedupward-v ly and rearwardly by the conventional portion 8b', threaded atits outer extremity. A block In Figure 5 I illustrate a by these parts.

er end of'that portion, being for example provided with a vholeapproximately fitting the rod, cut through the axis of the hole as alongthe line lla, andl its two parts clamped about the rod by the screwslIIb. Into this block in any convenient manner is secured the base la ofthe valve 40, so that the stem 40h of the valve is directed upwardly andrearwardly substantially parallel with the rod portion 8b; asillustrated'the axis of the valve stem 40-b is disposed vabove andsomewhat transversely of the vehicle from that rod portion. The valvestem 40h-is effectively extended, as by the extension rod 40e and thebushing 40d connecting stem and extension rod. Onto the outer extremityof the rod portion 8b' is screwed, and locked by nut 42h, a block 42which is provided withv a hole parallel with and at a slight distancefrom the rod portion 8b. The extension rod 40e passes freely throughthis hole to terminate, a slight distance therebeyond in a knob 40e. Acompression spring 401 may encircle the extension rod Mic between theblock 42 and the knob 40e, whereby tobias the knob Alle upwardly andthus to maintain the valve 40 closed in the absence of pressure ontheknob. The hose I0 from pipe 9 to the suction source is broken and itstwo portions connected through the valve 40, so that the latter controlsthe transmission of suction -through the hose. A bracket 69 is securedto the fioorboard I5 and extends into the path of movement of theplunger' portion I2e, being so positioned as to limit the rearwardmovement of the plunger to the position to which it was limited in thefirst embodiment by the lever 63 when knob 29h was depressed-i. e., tothe evacuating position as in Figures 3 and fi.

Of course as foot pressure is removed from the accelerator pedal in theembodiment of Figure 5, that pedal, the arm 64; the bushing 6I, and

the plunger I2 will not be limited to the positions shown and describedfor Figure l above, but may move further to the positions shown anddescribed for Figure 4; this is irrespective of the position of the knob40e. But when that knob occupies its normal or upward position (as inFigure 5) and the valve 40 is therefore closed, occupation of the Figure4 positions by the pedal, arm, bushing and plunger is functionally nodifferent from the occupation of Figure 1 positions 'I'hus in the firstembodiment only when knob pressure was exerted was the plunger permittedto assume its evacuating position; in the second embodiment, while' theplunger movement is not similarly limited, yet

it is only when knobpressure is exerted that the evacuating position ofthe plunger is permitted to be of significance. Obviously, of course,the benefits of the yieldable, non-resilient connection of valve Il tothe accelerator pedal I3 are retained in the second embodiment.

In both embodiments I have shown the supply of suction to the chamber leas normally suppressed: in the second embodiment by the valve 40, and inthe first embodiment by the lever 63, which normally prevents theplunger I2 from reaching an evacuating position. It will further be seenthat in each embodiment the particular suppressing means employed isreleased by depression of the knobA on the gear shift lever 8c. Iprefer, of course, to include this releasing means in the transmissioncontrol system as shown, so that it will be operatedas an intuitiveincident to transmission readjustment. Even though the releasing meansbe not limited to this particular location, however, utility remains inthe combination of the yieldable, nonresilient valve-to-pedal connection(or structure performing its function) with the normally operativesuppressing means and releasing means therefor operable at will.

It will be obvious that my invention may be carried out with structuresconsiderably modified in one or another respect from those described indetail herein, and that such modified structures may properly fallwithin the scope of the invention. In the claims hereto appended Iundertake to express the scope of the invention, and of all the variousnovel combinations and features thereof, as broadly as the state of theart will permit.

In both the embodiments of my invention the collar 6D, secured about theplunger portion I2e, forms a means for limiting counter-clockwiserotation of arm 64 in response to the biasing means 66, and hence forlimiting the accelerator pedal rise. While such a limitation might beotherwise provided than by a member secured to the movable plunger, thearrangement disclosed has the following particular advantage in the caseof the rst embodiment:

Let the parts be assumed in their normal positions with no foot pressureon the accelerator pedal (as illustrated in Figure 1), and that it isdesired to disengage the clutch.v The depression of knob 29h removes thelimitation of rearward plunger movement and permits the plunger to comeinto its evacuating position; but the force which actually causes theplunger to move rearwardly is the force of the pedal biasing means 66,operating on the collar 60. If there were employed in place of collar 60a limiting means not secured to the plunger I2, the spring 68 would bythat limiting means be rendered inoperative to move the plunger into theevacuating position. In turn to counteract this deficiency thecomplication of additional plunger biasing means, with nice adjustmentof its force relative to the forces of the disclosed biasing means,would be required. It will be appreciated, however, that the mentionedfailure of the plunger to come into evacuating position would bepeculiar not only to the first embodiment, but further to thoseparticular cases in the operation of that embodiment in which the knob29h was depressed in the absence of foot pressure on the acceleratorpedal, i. e., after de-acceleration was completed.

I claim:-

1. In combination in a motor vehicle having a clutch: a pedal movable toeffect motor acceleration and de-acceleration, and means, connected withsaid clutch and responsive to small initial cle-accelerating movementsof said pedal in ,all portions of the pedal movement range, fordisengaging said clutch.

2. In combination in a motor vehicle having a clutch: a member movableto effect motor acceleration and de-acceleration, and means, connectedwith said clutch and responsive to relatively small de-acceleratingmovements of said melnber from any position within a substantial portionof its movement range, for disengaging said clutch.

3. In combination in a motor vehicle having a clutch: a member movableto effect motor acceleration and de-acceleration; means, connected withsaid clutch and responsive to relatively small de-ccelerating movementsof said member from any position within a. substantial portion of itsmovement range, for disengaging said clutch; and means, releasable atwill, for normally suppressing the response of said disengaging means.

4. In combination in a motor vehicle having a clutch and a transmission:a member movable to eifect motor acceleration and der-acceleration;means, connected with said clutch and responsive to relatively smallde-accelera-ting movements of said member from any position within asubstan- 'tial portion of its movement range, for disengaging saidclutch; transmission control means; means for normally suppressing theresponse of said disengaging means; and means, associated with saidtransmission control means for operation therewith, for releasing saidresponse suppression.

5. In combination in a motor vehicle having a clutch arranged to assumeengaged and disengaged conditions: a pedal movable to eiect motoracceleration and de-acceleration, and means, connected with said clutchand responsive to small initial re-directed movements of said pedal inall portions of the pedal movement range, for reversing the condition ofsaid clutch.

6. -In combination in a motor vehicle having a clutch arranged to assumeengaged and disengaged conditions: a member movable to eiect motoracceleration and de-acceleration, and means, connected with said clutchand responsive to relatively small re-directed movements of said imember from any position Within a substantial portion of its movementrange, for reversing the condition of said clutch.

7. In combination in a motor vehicle having a clutch arranged to assumeengaged and disengaged conditions: a member movable to etl'ect motoracceleration and de-acceleration; means, connected with said clutch andresponsive to rela.- tively small re-directed movements of said memberfrom any position within a substantial portion of its movement range,-for reversing the condition of said clutch; and means, releasable atwill, for normally suppressing clutch disengaging response of saidreversing means.

8. In combination in a motor vehicle having a clutch arranged to assumeengaged and disengaged conditions, and a transmission; a member movableto effect motor acceleration and de-acceleration; means, connected withsaid clutch and responsive to relatively small re-directed movements ofsaid member from any position within a substantial portionof itsmovement range| for reversing the condition of said clutch; means fornormally suppressing clutch disengaging response of said reversingmeans; transmission control means; and means, associated with saidtransmission control means for operation therewith, for releasing saidresponse suppression.

9. In combination in a motor vehicle having a clutch and a clutchoperating device: a pedal movable'to effect motor acceleration andde-acceleration; means for controlling said device including a limitedlymovable member connected with said pedal for movement thereby; andyielding means interposed between said pedal and said `member, saidyielding means being adapted for operation only when further movement ofsaid member is blocked.

10. In combination in a motor vehicle having a clutch and a clutchoperating device; bidirec- `tionally but limitedly movable control meansfor said device; bidirectionally movable motor control means; and meansresponsive to the 'initial portion of each re-directed substantial motorcontrol means movement, for moving said device control means to arespective extremity of its movement range.

l1. In combination in a motor vehicle having a clutch and a clutchoperating device: bidirectionally but limitedly movable control meansfor said device; bidirectionally movable lmotor control means; and meansresponsive to the initial portion of each re-directed substantial motorcontrol means movement,r for moving said device control means to arespective extremity of its movement range, comprising a yieldable butnonresilient connection between said two control means.

12. In combination in a motor vehicle having a cliitch and a clutchoperating device; bidirectionally but limitedly movable control meansfor said device; bidirectionally movable motor control means; and meansresponsive to the initial por- `tion of each re-directed substantialmotor control means movement, for moving said device control means to arespective extremity of its movement range, comprising a frictionalconnection between said two control means.

13. In combination in a motor vehicle having a clutch and a clutchoperating device: bidirectionally but limitedly movable control meansfor said device; bidirectionally movable motor control means; africtional connection between said two control means; and means biasingsaid motor control means to movement in one direction, 'said biasingmeans being of sufiicientlstrength to overcome the friction of saidconnection when further movement of said device control means isblocked.

14. In combination in a motor vehicle having a clutch and a poweractuated device for operating said clutch: `bidirectionally butlimitedly movable power device control means; bidirectionally movablemotor control means; means'responsive to the initial portion of eachre-directed substantial motor control means movement, for moving saiddevice control means to a respective extremity of its movement range;means normally suppressing the supply of power .to said device; andmeansy operable at will to release said power supply suppression.

15. In combination in a motor vehicle having a clutch, a power actuateddevice for operating said clutch, and a transmission: bidirectionallybut limitedly movable power device control means; bidirectionallymovable motor control means; means responsive to the initial portion ofeach re-directed substantial motor control means movement, for movingsaid device control means to a. respective extremity of Aits movementrange; means normally suppressing the supply of power to said powerdevice; transmission control means; and means, associated with saidtransmission control means for operation therewith, for releasing saidpower supply suppression.

16. In combination in a motor vehicle having a clutch and a clutchoperating device: bidirectionally but limitedly movable vcontrol meansfor said device; bidirectionally movable motor a clutch, and a clutchoperating device, and a transmission: bidirectionally but limitedlymovable control means for said device; bidirectionally movable motorcontrol means; means responsive to the initial portion of eachre-directed substantial motor control means movement, for moving saiddevice control means to a respective extremlty of its movement range;transmission control means; and means, associated with said transmissioncontrol means for operation therewith, for altering said range ofylimited movement of said device control means.

18. In combination in a motor vehicle'having a clutch and a clutchoperating device: bidirectionally movable control means for said deviceadapted for movement only to 'clutch disengaging, clutch conditionmaintaining, and clutch engaging positions; bidirectionally movablemotor control means; means responsive to the initial portion of cachre-directed substantial motor control means movement, for moving saiddevice control means to a respective extremity of its movement range;said range of movement of said device control means to said clutchengaging and clutch condimeans normally restricting ried by said member.

tion maintaining positions only; and means operable at will to releasesaid range restriction.

19. In combination in a motor vehicle having a clutch, a clutchoperating device, and a transmission: bidirectionally movable controlmeans for said device adapted for movement only to clutch disengaging,clutch condition maintaining', and clutch engaging positions;bidirectionally movable motor control means; means responsive to the,initial portion of .each re-directed substantial motor control meansmovement, for moving said device control means to a respective extremityof itsmovement range; means normally restricting said range of movementof said device control means to said clutch engaging and clutchcondition maintaining positions only; transmission control means: andmeans, associated with said transmission control means for operationtherewith for releasing said range restriction.

20. The combination according to claim 9, further including means forbiasing said pedal to movement in one direction; and means for limitingsuch movement, comprising a stop car- CHARLES T. JACOBS. 25

